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2 Sheets-Sheet 1.

(No Model.)

W. GUERNSEY. AUTOMATIC GAR BRAKE. No. 289,091 Patented Nov. 27. 1883.

()Zwzzzidr (NoMo deL) W. 'B.I GUE RNSEY.

AUTOMATIC GAR BRAKE."

Patented Nov. 27, 1883 2 Sheets-Sheet 2.

i UNITED STATES PATENT @rricn.

I XVILLIAM GUERNSEY, OF NORIVIGH, N..Y., ASSIGNOR, BY MESNE ASSIGK- MENTS, TO THE TORREY AUTOMA IC BRAKE COMPANY, OF KEYV YORK.

AUTOMATIC SPECIFICATION forming part of Letters Patent No. 289,091, dated November 27, 1883.

Application filed October 20, 1881.

To alt whom it may concern:

Be it known that 1, W ILLIAM B. GUERNSEY, a citizen of the United States, residing at Norwich, in the county of Ghenaugo and State of New York, have invented certain Improvements in Automatic Gar-Brakes, of which the following is a specification.

The invention relates to doubleacting brakes operated by the draw-bar and having IO a reversal governor actuated by brake-shoes,

which latter have permissible arcs of movement corresponding to that of their respective wheels or axles, and causing the draw-bar to apply the braking pressure by reverse move I 5 ment, whether the cars are moving forward or backward. Heretofore such devices have been mounted in horizontal position and operated through complex engagement devices and a system of brake-levers fulcrumed to the brakebeam or to the car-body in a rigid manner.

In my invention I place the principal lever of the apparatus in aperpendicular position suspended below the car-body, and arrange the other parts of the mechanism to correspond 2 5 thereto, whereby I secure-a better mechanical arrangement for the entire apparatus, and I fulcrum the system of brake-levers to the staff of the ordinary handbrake on the car, thus providing an adjustable fulcrum, by means of 50 which my apparatus can be rendered inoperative, or be operated subject to a high tension; andby a slight movement of the actuating devices I have further improved the details of the engaging apparatus, by means of which,

5 in addition to the positive engagement which other machines of a like nature have produced,

I secure, before this positive engagement, a partial or tentative engagement, by means of which the apparatus is rendered automatically 4o adjusting, and is made much more efficient. I In the accompanying drawings, Figure 1 is a sectional elevation. of a-car-truck, with my brake mechanism applied. Fig. 2 is a detailed elevation of the disengaging device on a larger scale. Fig. 3 is an end elevation of the operating parts. Figs. 4: to 9, inclusive, are detached views of details hereinafter described. Fig. 10 is a sectional elevation, on a smaller scale, illustrati mg the deviceby which a change in direction of wheel rotation is made to op- (No model.)

crate the adjusting device to effect the desired disengagement of the apparatus.

In Fig. 1 the car is represented in front of the observer with the apparatus attached at it-sleft end. The apparatus is suspended from 5 the bed of the car between the draw-bar bolt and the bolster. The draw-bar 1 is pivoted to a rocking arm or motor-lever, 34-, Figs. 2,

3, and 4, which is keyed to a shaft, 38, (see Fig. 8,) mounted in the cheek-plates 2, and 6c having also keyed to it a double'crank arm, 35, Figs. 3 and 5, on which are pins 36 36, bearing on the head of a T-shaped lever, 37, Figs. 2, 3, and 6, which turns on an axis, 38, carried by the hanger 39, in line with the shaft 6 5 38, but disconnected therefrom, and is engaged by a latch, 21, Figs. 2 and 9, swinging on a pivot, 20, on the main or power lever 3, so as to determine the transmission of motion from the draw-bar to the hanger 39, from which it 7C is communicated to the main lever 3 by the connectinglink 40. S is the fulcrum of the reversing-lever 9, attachedto the bolster of the car or truck and connected with the main lever by the tie 10, and with the brake-bean lever 12 by the tie 11. The lower end of brakebeam lever 12 is connected by a tie, 13, to the other brake-beam lever 14., and the latter is connected with the handbrake staff 16 by the brake-rod and chain 15.

In operation when the chain of the brakerod 15 is wound upon the staff of the handbrake 16-thc brake-beams will be drawntogether, so that the shoeswill be carried near to thecar-wheels in position for any slight 85 movement of the main lever 3 to apply the brakes, while if the chain on the hand brakestalif 16 is entirely unwound any movement of the main lever 3 maybe made without finding a fulcrum for the system of levers, and there- 0 by the brake becomes inoperative. I do not confinemyself to this particular arrangement of brake-rods and connections between the levers, as the lines of communication maybe run in different ways; or I may arrange my main le- 5 ver 3 with such construction of the brake apparatus that it would move in the opposite direction from that which this drawing illustrates. In this latter case the reversing-lever 9 would be dispensed with.

In Fig. 2 the controlling devices are shown on a larger scale; The main lever 3 is fulcrumed at 22, Fig. 7, some distance below its upper end, and carries a latch, 21., swinging from a pivot, 20, at the upper end of said main lever. (In Figs. 1 and 2 the fulcrum of the main lever 3 is concealed by the latch 21.) Upon thelatch 21 are specially-shaped engagement teeth and guards, to be more fully de scribed hereinafter. On the outer face of this latch, at26, is a pin, to which is attached a pitman, 23. The other end of this pitman, at 24, is connected to a crank-arm, 25, keyed on the shaft 32. As this shaft is turned the arm 25 swings from the position 24 to 27, Fig. 8, and thereby causes the latch 21 to be moved to the right and to resume its position upon the completion of the movement of the arm 25, for the purposeto be hereinafter explained. The arm 25 is caused to make its partial. rotation between the positions 24 and 27 by the beams and shoes of the brake apparatus, as shown in Fig. 10, in which 28 and 29 are the brakebeams and shoes; 30, friction-rollers attached to the floor of the car; 31, a tie-chain or sys tems of tie-rods and bell-cranks connecting brake-beams 28 and 29, and in turn connected with the shaft 32, on which the arm 25 is fixed. "he brake-beams are so suspended that they will move with the wheels when the shoes are pressed into contact through a limited are of the wheels revolution. As the shoes are carried in the direction of the wheels rotation, when one beam moves vertically downward the other one rises vertically, and. in doing so they shift the position of the tie-chains 31 longitudinally, rotating the shaft 32, and thereby moving the arm 25 with each change in direction of wheel rotation. Any application of the brakes prepares for this movement, the occurrence of which will depend upon the positermined are.

tion of the brake levers and shoes. The amount of motion communicated to the shaft 32, as pro vided in the construction of the apparatus, is such as to move the arm 25 through its dc- As the movement of the draw bar always precedes a change in direction of wheel rotation,the swinging catch 37 is brought into position with the engagement-tooth 33 on the latch 21, to be in readiness to move past the tooth 33 whenever the dirt ction in wheel rotation is changed.

The draw-bar 1 is connected to the crankarm 34, which is keyed to the shaft 38, Figs. 2, 3, 4, and as the draw-bar is ext-ended or compressed the arm 34 has a rocking motion. This arm carries the rocking lever 35, on which are two, pins, 36, Figs. 2, 3, 5, that work against the wings of the swinging catch 37, Figs. 2, 3, 6, and if this catch is free from engagement with the tooth 33 any movement of the rocking lever 35 communicates to it a swingingmotion. The swinging catch 37 is pivoted in the axial line of the shaft 38, but free from it, being carried by the hanger 39, Figs. 2, 3, 7, with which hanger the shaft 38 the action of the pins 36 on the rocking arm 35 will move the swinging catch 37 longitudinally, forcing it to carry the hanger 39, and, through the link 40, move the power-lever 3 and apply the brakes. The movement of the power-lever 3, which applies the brake, is thus made dependent upon the engagement of the swinging catch i 7 with the devices of the latch 21.

I will now describe the peculiar devices and construction of the latch 21. It is made with a deep broad groove, 41, extending longitudinally of the catch and in line with the are, through which the bit 38 of the swinging arm 37 may be caused to move. WVhen the bit 38 is moving through the portion 44 or 45 of the groove 41, the inner face of the projecting lug on the bit bears against the edge 42 of the groove, thereby preventing the latch swinging if any tension is put upon it, through a strain put upon shaft 26, by which the crank-.

arm 25 might be shifted between the positions 24 and.27. This prevents any shifting of the governing or adjusting device through extraneous causes at a time when it would disara range the proper adjustment of the apparatus. As the bit 38 approaches engagement with the tooth 33 it is brought in contact with the face 46 of the rib 43, thereby forcing the latch 21 to the right, causing a slight change in the vertical position of the brake-beams, the shoes 7 being at that time away from the wheels and the beams hanging loosely, so as to be moved easily. The bit 38 having now engaged with tooth 33, may apply the brakes, but when a change of direction of draw-bar movement causes the bit to return upon its path it will be in the line of engagement with a tentative tooth, 47, which, but for the inclined face 46, it would not do, and it thereby produces a tentative application of the brakes, under which they will change their position in conformity to the direction of wheel rotation, if they had not done so in any previous operation of the mechanism. If the brake-shoes are already in their proper position, the bit 38", having moved into contact with 33, applies the brakes. If the brake-beams are not in their proper corresponding position, the movement of the.

brake-beams changes the position of the arm 25, draws the latch and the tooth 33 to-the the tooth 33, the inner edge of 38 comes in,-

contact at 47 with the inner 'rim of the groove 41, causing a tentative application of they brakes, by which they take an adjustment appropriate to the movement of the car. The tentative teeth serve another purpose, to wit: that of forcing the completion of brake-beam vertical movement whenever the direction of wheel rotation is reversed in correspondence 7 with a change of direction of draw-bar 1110- varying conditions of service.

tion. As the bit 38 passes latch-tooth 33 the brakes are released and have no further tendency to continue their vertical motion, while as yet they have accomplished but one-half of their assigned movement; but the immediately-subsequent engagement of the bit 38 with tentative tooth 4?, by forcing the brakes again into contact with the wheels, compels is to secure the control of these relative differences of movement to actuate the automatic adjustment of the apparatus. All applications of the brake to resist an existing move- I gine is attached to the right, a reversal of relations that is met by the tentative application of the brakes under certain circumstances, one of which would be found if after the car with the engine at its left end had been hacked to a position where the engine would be attached to its right en d and move to the right. In that particular case the last rotation of the wheels would have been to the right. The bit 38 of the swinging arm 37 would be below the tooth 33. The first movement of the engine, when attached to the right, would be, by the extension of the draw-bar 1, .to apply the brakes; but in that condition of relations an extension of the draw-bar is required to not operate the brakes, and a disengagement of 33 is effected by backing the engine attached at the right, when, with the renewal of its for ward movement, the contact of the bit 38 against the rib at 46 would effect a tentative application of the brake, under which the beams would shift, the arm 25 change its po sit-ion, the latch 21 be drawn to the right, the bit 38) escape past 33, and then leave the draw bar free for extension without putting on the brakes. If the engine be attached at the left end of a car, with the hit 3S above the tooth 33 and the left brakebeam depressed, the ac tion of the draw-bar; on the rocking arm 35 will be to swing the arm 37 through the upper part of its arc of movement. If, while the train is in movement, the engineer resists its movement by slowing or reversing his engine, the operation of the draw -bar 1,acting through the rocking arm 35 and the swinging arm 37, brings the bit 33" into engagement with the tooth 33 and applies the brakes. If this ap plication be continued until the movement of the car is arrested and the power of the engine be applied so as to movethe car back ward, the change in direction of wheel rotation will, as before described, cause the latch 21 to shift to the right, will disengage the bit 38", which is then free to move through the lower are of its permitted movement, and the movement of the car backward is without any interference of thebrakes. If, while this movement is in progress, the engineer reverses his engine or slows in the movement, so as to resi'st the momentum of the car, the action of the draw-bar 1 will, through the movements before described, cause the bit 38" to come in engagement with the tooth 33, and thereby apply the brakes. If the movement of the car be fully arrested and the engine then pulls it to the left, the change in direction of wheel rotation again effects the disengagement of the bit 38", and the car is free to move, as before described.

I wish to call attention to the peculiar functions which the various parts of this'appara tus perform. The adjusting device is in aposition of engagement, except when the change of wheel rotation effects a temporary disengagement, and. the position of the swinging arm 37 when in contact with the tooth 33 is one which corresponds to the position of rest in the draw-bar, and isthe point where the definite engagement of the brake is effected. At each side of this point of rest a tentative engagement of the brake may be effected,

whereby the appropriate adjustment of the engaging device can be effected for any condition of service which can arise.

I do not limit myself to the use of the ordinary brake beams and shoes to actuate the adjusting device of an automatic draw'bar-brake apparatus, as I contemplate the use of an independent system of brake shoes and beams for this purpose; nor do I limit myself to the frictional contact of shoes with the wheels, as I contemplate the application of shoes, clasps,

bars, and pulleys to any part of the wheels or axles directly or indirectly.

Any novel features herein shown and de scribed, and not specifically claimed, I reserve the right to claim in future applications.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. In an automatic drawbar brake,,a longitudinally-moving draw-bar, in combination with a tripping mechanism consisting of a piv oted swinging catch actuated by said draw substantially as and for the purposes set forth.

2. In an automatic draw-bar-brake mechanism, a longitudinally-moving draw-bar, and a pivoted swinging catch actuated by means of the draw-bar, through mechanism substantially as described, in combination with a piv oted latch having alongitudinal groove, with in which the free end of the swinging catch operates, and an engagement-tooth placed centrally in said groove, as and for the purposes set forth. 1

3. In an automatic draw-bar-brake mechanism, a longitudinally-moving draw-bar, apivoted swinging catch actuated by said drawbar through mechanism substantially as described, and a pivoted latch having a longitudinal groove within which the free end of the catch works, and an engagement-tooth placed centrally within said groove, in combination with balanced brake-beams having vertical movements, a crank-shaft rotated by the vertical movements of said beams through suitable connections, and carrying a crankarm, and a pitman connected therewith at one extremity and connected with the pivoted latch at its other extremity, substantially as and for the purposes set forth.

4. In an automatic draw-bar-brake mechanism, a longitudinally-moving draw-bar, a pivoted swinging catch actuated by the said drawbar through mechanism substantially as described, a pivoted latch having alongitudinal groove for the reception of the free end of the catch, and an engagement-tooth placed centrally in said groove, and connections between the said latch and balanced brake-beams, by means of which the vertical movements of such beams shall effect a lateral movement of the latch, in combination with a hand-brake staff connected with the brake-beams in such manner as to constitute the fulcrum for the brakeactuating system.

5. In an automatic draw-bar-brake mechanism, a longitudinally-moving draw-bar, and a pivoted swinging catch actuated by means of tom of vertically-moving balanced brake beams, substantially as and for the purposes set forth. a

6. The hanger 39 and cheek-plates 22, in combination with the shaft 38, carrying roclc ing arm 34-and double-crank arm 35, with its pins 36 36, and the T-shaped catch 37, with its bit 38 and pivot-bearing 38*.

7. The latch 21, provided with groove 41, teeth 42, and rib 43, with its faces 46, and the tooth wILLIAM B. GUERNSEY.

Witnesses:

JANE M. GUERNSEY, D. TORREY. 

